Fuel distributor



Sept. 5, 1950 c. z. GREEN 2,521,119

FUEL DISTRIBUTOR Filed Aug. 19, 1946 Wm" 48- `25 1 82 w35 33 40 26 32 1 lll. I.. A

Patented Sept. 5, 195() UNITED STATES PATENT OFFICE 2,521,119 FUEL DISTRIBUTOR Cecil Green, Baltimore, Md.

Applicatin August 19, 1946, Serial No. 691,609

2 Claims. l

This invention relates to' internal combustion engines and more particularly to those of the Diesel type and the distribution of fuel therefor for their actuation and propulsion.

n a particular form of fuel distribution used for Diesel engines the fuelis injected under air pressure into the various cylinders of the engines in selected sequence from a main pressure pump used therefor. The fuel is pumped in directly by an individual line to each cylinder. These lines are operated segregatively and each takes care of its own individual cylinder without regard to the others. They require separate injecm tion valves for each cylinder, and of special design, which is quite complicated in its mechanism. This makes them subject to frequent correction and difficult to correlate with each other. The manner of connecting them up with the main pump is through a distributing valve employing air in conjunction with the fuel. The fuel is forced in under considerable air pressure, into each cylinder consecutively while under compression. The internal cylinder pressure is high, but not sufficient to prevent the injection of the fuel. The disadvantage of this form is that the sequence of injection of fuel and explosion or combustion in each cylinder, cannot be timed as accurately as desired, while the introduction of the compressed air in the fuel system introduces a diluting effect that upsets the calculations involved used in designing the ports for the proposed quantities of fuel to be used in each cylinder. This tends to make the combustion inefficient and produce undesirable operating effects, such as knocking; carbonizing, fouling and preignition.

In the present invention, it is an object to provide a new and improved fuel distribution arrangement for Diesel type engines, that will avoid one or more of the disadvantages and limitations of the prior art.

Another object of this invention is to provide a new and improved fuel distribution arrangement for Diesel type engines, that will operate effectively, smoothly and efficiently.

An additional object of this invention is to pron vide a new and improved fuel distribution arrangement for Diesel type engines that will be structurally simple, automatic in function, and capable of providing for the reclamation of excess fuel introduced into the arrangement.

A further object of the present invention is to provide a new and improved fuel distributing unit for internal combustion engines that will keep a constant pressure of adequate Value on the fuel to be introduced into the engines, and be designed to meter the quantities of fuel in predeterminedv amounts, for each predetermined sec tion of the engine selected for the particular injection. Y

For a better understanding 'of the invention reference is made to the appended drawing 'and the following description which together illustrate a form of the invention, by way of example, while the claims particularly point out the scope and spirit thereof.

Referring to the drawing:

The figure is a sectional elevation illustrating the invention.

The distributor 21 consists of a Cylinder housing 28 supported on the base 9. The wall of the housing 28 is provided with an inlet port 3| to receive the fuel fed to it by piping 26. At the opposite side and in the upper wall of the housing are four primary ports 4|, 42, 43 and 44 having check valves 3S to prevent the outgoing fuel from returning back through these ports into the distributor. The fuel from the inlet port 3| flows through the cylinder secondary ports 32, 33, 34 and 35 in the plunger piston 82 in individual sequence, through the dead-ended passage 31 provided longitudinally in the plunger piston 82 during its reciprocation in the interior chamber 45 in the housing. The passage 3l terminates in a transverse port 4l, which aligns with primary ports 4|, 42, 43 and 44 in individual sequence when properly aligned. This alignment is made when the plunger 82 is moved into the housing 28 a suiiicient distance to allow the secondary ports 3|, 32, 3l, 4l to align with 4|. The plunger piston 82 is then moved further into the housing to align the ports 3|, 33, 31, 4l' with 42. The plunger piston S2 is then moved in a further distance to align the secondary ports 3|, 3:4, 3l, 4l' with 43. The plunger piston 82 is then moved in a further distance to align the secondary ports 3|, 35, 3l, 4l with lit. This permits the functioning of the fuel through the system. The yplunger piston 82 has a flange 54 at its exterior end to contact the peripheral surfaces 49 of a cam 5U. A coiled spring 45 at the other end of the housing exerts pressure against the plunger 82 and rear wall 48 to push the iiange 54 outwardly against the cam 59. This cam is rotated by shaft 23, which is coupled to the main shaft of the engine and rotates therewith.

Piping 5I, 52, 53 and 54 attached to primary ports 4|, 42, 43 and 44 of the distributor 21 feeds the fuel directly to the engine in a conventional manner. The inlet secondary ports 32, 33, 34 and 35 are tted with check valves 29 and the outlet ports 4|, 42, 43 and 44 are fitted with check valves 36. The drive shaft 23 has directly connected With it a suitable governor. The cam 50 has its contact face 49 designed to produce a gradual uniform stroke of plunger piston 82 in one direction from the beginning of its contact to the end of the revolution. The return stroke, under the force of the spring 46 gradually returns the plunger back to the first position as the cam rotates and allows it to do so.

The pump operates to increase the pressure when its plunger moves inwardly into its cylinder and forces the fuel out through the outlets. Its return stroke is unpressurized and does not cause the fuel to flow during that stroke even though fuel ports are uncovered.

While but one general form of the invention is shown in the drawings and described in the specications, it is not desired to limit this application for patent to this particular form, as it is appreciated that other forms of construction could be made that would use the same principles and come within the scope of the appended claims.

Having thus described the invention; what is claimed is:

1. A fuel distributor for a multi-cylinder engine comprising a housing having a, cylindrical chamber therein and a fuel admission passage in the walls of said housing, said housing also having a series of passages in its Walls removed and separate from said fuel admission passage, said series of passages being adapted to connect individually with each cylinder of the engine, all of said aforementioned passages having port openings in said chamber, a plunger in said chamber, said plunger havinga longitudinal channel therein, a series of transverse passages extending from said channel to the periphery of said plunger and an oppositely positioned passage at the end of said longitudinal channel, said fuel admission passage being adapted to communicate serially with each of the transverse passages in said plunger, and the oppositely positioned passage in said plunger being adapted to concurrently communicate serially with each of the passages in said housing during a full stroke of said plunger, cam mechanism for moving said plunger in one direction and resilient means for retracting said plunger.

2. A fuel distributor as set forth in claim 1, including means carried by said housing for limiting the movement of said plunger in either direction.

CECIL Z. GREEN.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,365,541 Rankin Jan. 11, 1921 1,831,649 Baur Nov. l0, 1931 2,078,286 Seagren Apr. 27, 1937 

